Draft rigging



June 12, 1923.

I. O. WRIGHT DRAFT HIGGING 2 Sheets-Sheet 1 l I Ill Illl |||l\ l I l I l I! Filed Dem/50, 1921 3] vwentoz June 12, 1923. 1,458,792

I. o. WRIGHT DRAFT RIGGING Filed Dec. .30, 192i 2 S he etS -Sheet Z Patented June 12, 1923.

IRA ORVILLE WEIGHT, 012 BALTIMORE, MARYLAND, ASSIGNOR TO THE '1. H. SYMING- TON COMPANY, OF NEW YORK, N. Y., A CORPORATION OF DELAWARE.

DRAFT RIGGING.

application filed December 30, 1921. Serial No. 525,981.

the car sills in rear of the movable elements- 16 of the draft rigging, said members being adapted to maintain the cushioning mechanism in position on inward movement of the coupler and to transmit to the car underframing the buffing forces in excess of the 20 capacity of the cushionin mechanism.

The primary object o the invention is to provide a combined backstop tie and center casting for use in connection with either of the prevalent types of draft rig- B5 ging.

Another object of the invention is to provide a combined backstop and center casting which is reversible end for end, one of the striking faces of the casting being adapted to cooperate with a draft gear provided with a horizontally arranged yoke and the other face of the casting being adapted to cooperate with a ertical yoke draft gear attachment, the faces being so positioned with reference to the king pin opening within the casting as to permit either face of the casting to be used as desired and to permit these faces to be changed end for end with the minimum amount of labor and cost.

A still further object of the invention is to provide a combined backstop and center casting of the type herein set forth in which the intermediate portion of the casting is furnished with rivet receiving openings, the said openings being positioned so as to aline with standard openings in the sills in either of a plurality of positions in said casting.

Other objects of the invention will hereinafter more fully a pear from the detailed description of the single embodiment of the invention illustrated in the accompanying drawings, in which,

Figure 1 is a top plan view of a combined back stop and center casting constructed in accordance with my invention.

Fig. 2 is a section on the line 22, Fig. 1.

Figure 3 is a section on the line 3-3, Fig. 1, the direction of view being indicated by the arrows at the end of the section line.

Figure at is a fragmentary detail view, partially in horizontal section, of a casting combined with the car underframe. and showing the same cooperating with a vertical yoke type of draft rigging.

Figure 5 is a similar view showing the casting in position to cooperate with the horizontal yoke type of draft rigging.

Throughout the specification and drawings like parts are designated by like reference numerals.

Before describing the invention in detail it is believed it will add to the clearness of the disclosure to describe somewhat in detail the existing forms of attachment with which my invention is'dcsigned to cooperate.

Broadly speaking, there are but two general forms of attachment now in common use on the railroads of the United States. These attachments may be referred to as, first, the vertical yoke in which the openin between the yoke arms extends transverse y of the car sills, the yoke arms thus extending above and below the cushioning mechanism and followers. In this type of attachment the coupler generally is capable of rearward movement independent of the yoke, and the butting forces are transmitted to the car sills by draft lugs which are connected to the adjacent faces of the sills and positioned immediately in rear of the rear follower. The other type of draft rigging is commonly called the Farlow two key type, in which a horizontal yoke is employed, that is, the opening between the yoke arms is arranged vertically of the sills, the planes of the arms of the yoke lying parallel to the vertical planes of the sills, the yoke arms extending at the sides of the cushioning mechanism. In this type of draft rigging attachment the front follower is in the form of a block having a transverse key extending therethrough, the inner face of the block bearing against the cushioning mechanism and the outer face of the block contacting the rear or butt of the coupler. In this type of attachment also the coupler is movable independently of the yoke in buffing movements, and the buffing forces are transmitted to the sills through the yoke to a back stop which is connected to the adja cent faces of the sills and which acts as a tie connecting the sills together. In the first of the back stop is 33%", the difference in ing is arranged length being due, first, to the added length of the front follower block, and second, to the width of the rear-portion of the horizontal yoke.

The Master Car Builders Association has laid down a standard in which the distance from the striking plate to the center line of the bolster is exactly five feet, and to connect the bolster members to the center sills there are provided four lines of rivets, two lines being on each side of the center line of the bolster. lVith this description of the conditions it is believed the invention will be readily understood.

Referring now to the drawings, 1 designates a combined back stop and center casting having a pair of upright sill-engaging webs 2 which are connected at one end by a transversely extending web 3, and which are connected at points spaced from the opposite end by a transversely extending web 4. center thimble 5 is provided at a point intermediate the said webs 3 and 4, and the said webs are connected to the center thimble by means of a plurality of upright flanges- 5, a transversely extending horizontally arran ed web 6, and a transversely extending upright web.7. The end of the casting opposite the web 3 is provided with a. slot or opening 8 formed between the inwardly extending upright lugs 9. The said lugs are reinforced and strengthened by means of flanges 10, 11, 12 and 13, the webs 10 and 13 of each lug connecting the upper and lower portions thereof with the side web 2 adjacent thereto,- while the webs 11 and 12 of each lug also connect the ln s 9 to the web 4. It is to be noted that the anges 5 hereinbefore referred to extend above and below the web 6.

On opposite sides of the vertical web 7 the casting is rovided in the side webs 2 with a plurality of rivet openings 14, these openings bein arranged in spaced pairs or sets, two sets 0 said openings being on either side of the said web 7. Intermediate the end of the casting formed by the lugs 9 and the forward pair of openings 14 I preferably provide the said casting with three additional pairs of rivet openings 15. The purpose of these openings will be hereinafter more fully described.

When, as clearl shown in Fig. 4, the cast- I tween the sills with the lugs 9 facing toward the adjacent end of the car, the casting is adapt-ed to cooperate with a vertical yoke type of attachment. The rivet openings 14 are adapted to receive the rivets 16, the said rivets extending through the standard bolster filler rivet openings 17 in the car sills 18. To receive rivets extending through the rivet openings 15 in the side webs 2 of the casting, I provide rivet openings 19 in the sills forward of the rivet openings 17.

When the stop casting is reversed to cooperate with the horizontal yoke attachment. that is, placed between the sills in the position shown in Fig. 5, the rivet openings 14 again aline with the rivet openings 17 in the sill faces, thus accommodating the rivets 16' in precisely the same openings. In this case, however, the rivet openings 19 are provided in rear of the rivet openings 14 so as to permit the rivet openings 15 in the stop casting to aline therewith.

referably, the casting is provided with a plurality of rivets extending through the flanges 13 thereof, and these openings are so positioned with reference to the center thimble 5 as to aline with the rivet openings in the sills irrespective of the position of the casting, that is, irrespective of which face the casting is placed adjacent the draft riggigg. A hile I have not illustrated the flanged portions of the center sills in the accordpanyin drawing, it will of course be understood that the sills are provided on the inner faces thereof with integral flanges as is customary, or else with angle reinforcing members substantially the same as shown in the T. H. Symington Patent No. 1,126,663, dated January 26, 1915.

The difference between the distance from the face of the web 3 to the center of the thimble opening 5 and the distance meas-- ured from the vertical face of the webs 9 t0 the center of the thimble opening is equal to the difference in length between the horizontal and vertical yoke attachments. It will therefore be evident that by utilizing my form of stop member car builders can arrange the various types of cars to receive the preferred type of draft riggin attachment and at the same time provi e a construction which with a minimum of labor cost can b converted so as to receive another tyg of attachment.

y providing a center sill tie member integral with the stop lugs the car underframe is materially strengthened and all tendency of the sills to spread under excessive shocks is eliminated.

I claim:-

1. A reversible backstop having opposite face formationsada d for use with different kinds of draft rig ing.

2. A reversible backstop having one face adapted to cooperate with a horizontal yoke and another face adapted to cceperate with casting comprising a divided bufiing face at one end and a continuous bufiing face at the opposite end, a center thimble, the difference between the distance from the center thimble and one face and between the thimblc and the opposite face being equal to the difference between the length of a single key vertical yoke attachment and a two key horizontal yok attachment for friction draft rigging whereby the said backstop may be used with either type of attachment.

In testimony whereof I affix my signature.

IRA ORVILLE WRIGHT. 

